Protective device for railways.



G. W. McMUNN.

PROTECTIVE DEVICE FOR RAILWAYS.

APPLICATION FILED JULY 28. 916.

1,232,584 v Patented July 10, 1917.

10 was;

I i E I z l4 GEOBGE W. MOMUNN, OF PITTSBURGH, PENNSYLVANIA.

PROTECTIVE DEVICE FOR BAIT-WAYS.

To all whom it may concern:

Be it known that I, GEORGE W. MCMUNN, a citizen of the Pittsburgh, in the county of Allegheny, and State of Pennsylvania, have invented certain new and useful Improvements in Protective Devices for Railways, of which the followa in is a specificatlon.

y invention relates to improvements in rotective devices for railways.

Railroad trains are generally operated under block signal systems which include operator and automatic control.

' towers are provided at suitable intervals, op-

' fective,

towers controlling the sigerators of these Between these towers the nals of the towers,

signals are automatic and are controlled bythe trains passing through the blocks, each train setting the signals of blocks in rear of the train, as for instance, by setting a signal at the entrance of the block in which the train is located and the signal at the entrance of the block immediately preceding it both at danger position, and placing the signal of the blockpreceding these blocks in cautionary position. This action is produced through the wiring connections of the blocks, the train forming the controlling agency by connecting the opposite track rails of a block in such manner as to produce this signal operation. As the train proceeds the signals are automatically changed by the train passing from one block to another, preserving, however, the general signal protection in the rear of the train,

While this signal device is sufficient under general operating conditions, circumstances may arise which will make the service inefin which case accidents are liable to occur;

For instance, a train may meet with an accident which tends to more or less obstruct an adjoining track. This would not afiect the signal conditions ofthat track, so that it\ is necessary for one or more trainmen to attempt to protect that track through manual signaling, necessitating a lengthy run by thetrainmen, especially where the running times'of approachin train is in the vicinity of the accident. similar condition might arise under conditions where an actual blockading of the adjoining track would not take place,

Specification of Letters Patent.

United States, residing at- Signal.

trains indicates that an I Patented July 10, 1917.

Application filed July 28, 1916. Serial No. 111,824.

door of a freight as for instance, where the outward car should become loose and swing so as to endanger a passing train.

Another form of danger is Where blocks are of short length and a train comes to a stop just beyond the entrance to a block, thus decreasing the signal area as well as the protection aiforded by such signal area.

Attempts have been made to overcome these. objectionable features by providing an arrangement for temporarily producing railbrldging action independent of the train, but the constructions of which I am aware are unsatisfactory for various reasons. For instance, they are heavy and cumbersome, making it a laborious operation for the trainmen tocarry them to the point of application; they require clamping or adjusting devices to secure them in position; and

the parts are generally so connected as to provide a rigid connection between the rails and a fixed projecting structure which extends above the rails.

Aside from the diiiiculties incident to manipulation, the presence of the portion projecting above the tops of the rails practically prevents the use of such structures in service. This difliculty arises by reason of the particular manner in which trains are controlled by the signals. For instance, the danger position of an automatic signal has a different meaning from that of the tower signal when in the same position. In both cases the train must come to a full stop. When the signal is given at a tower, the train must remain until the signal man permits it to proceed by changing the signal. On the contrary, quires only a stop fora predetermined length of time (generally one minute) after governing cautionary signals until reaching a signal which indicates a clear track.

It will be obvious that under such conditions the presence of a temporary device which would itself offer an obstruction to the train may affect train derailment as the train proceeds.

The present invention, while employing the general idea of temporarily connecting rails to affect the signal circuit, is designed more particularly to provide a structure which can be quickly applied to position,

the automatic signal rewhich is of simple construction and of weight so as to be readily transported,

which will present no obstruction to the pasdescribed, illustrated in the accompanying drawings and more particularly pointed out in the appended claims.

In the accompanying drawings, in which similar reference characters indicate similar parts in each of'the views;

' vices of the Figure l is a diagrammatic sectional View showing the general application of the present invention,

Fig. 2 .is a vertical sectional view taken through a rail and showing one of the depresent invention in position thereon.

Fig. 3 is -a plan View of a-blank which may be employed in producing the rail-engaging structure. I

Fig. 45' is a detail view showing a different way of producing rail-engaging fingers.

Fig. 5 is a detail view of a portion of a blank showing a dilferent arrangement for connecting the conductor to the device.

Fig. 6 is a sectional view taken on, line 66 of Fig. 5.,

The principal device of the present invention is the rail-engaging member, this member being made of sheet metal and preferably of thin sheet steel. 'As'shown' in Fig. 2, the member is shaped to practically fit the contour of the top of the rail, and being comparatively thin will ofl'er no obstruction to a passing train so that the latter is not liable to derailment or other damage should the train actually pass over the device.

As shown in Fig. 3 the device may be formed from a blank 10, the blank having any desired contour, that shown in this figure being simple and readily produced by stamping. At a proper point in the length of the blank, the latter may be slitted, as at 11, or otherwise manipulated, as to produce fingers 12, this can be-readily produced by the action of dies. In Fig. 3 an arrangement of two fingers is shown. In Fig; 4 the slits are arranged to produce a single finger 12.

The blank is shaped in suitable manner, as by dies, to produce an in-turned portion 13 at the outer end, this portion being adapted to engage the under face of the rail-head or the outer side of the rail, the blank then following the contour of the sides and top face of the rail-head and then leading inwardly from the innerside of the rail-head" in such manner as to contact with the face of the web or of a fish plate, depending upon the point of application of the device. Such web-contacting portion may be arranged in suitable manner, a preferred arrangement being to provide a curved portion which causes the end of the blank to project inwardly, as shown more particularly in Fig. 2, this end being provided withany suitable means by which a conductor can be quickly apphed to the device. In Fig. 3 I have shown such device in the form .of a slot 14 having converging sides, into-which the 1.

hooked end of a conductor can be readily passed and quickly drawn into engagement with the walls of the slot. In Figs. 5and 6 is shown upwardly turned fingers 15,-

stamped from the blank and about which the conductor may be quickly wrapped. Ob

viously many other forms of producing an engaging member for the conductor are applicable for use in this connection.

As shown in Fig. 2, the finger or fingers I 12 are adapted to engage the under face of the rail-head on theinside of the rail, these fingers and member 13 acting to ,hold' the device in' position. As will be readily: un .derstood, fingers 12 will yield while the device is being placed in. position, but will spring inwardly after the ends of the 'fingersvhave' reached .a point where the resiliency will permit themto spring inward.

When in position they form stops to maintain the device in position. I

The application of the-device to a rail will be readily understood. Member 13 is placed in an approximate position afterwhich the device is simply swung downwardly to its proper position; if necessary, force can be applied by the hand or foot of the trainman in placing it intoposition.

After applying the two devicesto, the railheads of the particular track being -.con-

trolled, the trainman simply engages the ends of the conductor with the retaining devices of the members. As will be understood the conductor may be flexible or otherwise and is preferably of a length greater the conductor or connection in maintaining the devices in position on the rails, the particular form of each device being such that its engagement with the rail firmly positions the device on the rail and does not require the presence of a connecting member for providing such support.

This latter fact enables the device to be carry a pair of used for other purposes than the one herein mentioned. For instance the device may be employedfor the purposeof retaining the ordinary signal cap or torpedo on the rail, the holding bands of the latter simply slipping between the device and the face of the rail.

While I have shown the inner portion of the device as being bent inwardly to extend into contact with the rail (an arrangement which increases the contact surfaces of rail and device to insure proper electric connection), I do not limit the construction in thlS.

respect since contact with the web of the rail is not essential so that the portion below the fingers may h ave other configurations, as for instance extending downwardly in the plane of the portion which contacts with the inner face of the rail-head, the essential being that fingers, such as indicated at 1-2, or an equivalent structure, will contact with the under face of the rail-head when the device is in position.

As will be readily understood from the disclosure of Fig. 2, not only is there no material obstruction provided at the top of the rail, but in addition, no material obstruction is placed in the path of travel of the wheel flange.

In fact, should it be found desirable, the inner end of the device may be formed in a way to bring the conductor or connection into the path of travel of a wheel flange thus causing the first passing train to break the connection through severing the conductor or breaking the connection between the conductor and the device, thus rendering the structure inoperative for further signaling purposes, this action being provided by the movement of the train itself without liability to cause accidents. Such an arrangement is considered as falling within the scope of the present invention.

Not only is the device simple and efficient in application and in operation, but it is in such form as can be carried by a trainman without difficulty. It is necessary only to the devices anda conductor of suitable length to complete the apparatus. Each device is comparatively small and of light weight so that no bulky or cumbersome apparatus is presen Obviously the cost of manufacture is low, the device, in any of the forms shown, being one which can be readily produced by machinery of simple type.

While I have herein shown and described one or more ways in which my.invention may be carried into effect, it will be readily understood that variations and modifications therein may be required or desired to thereover and having means for the attachment thereto of a conductor.

2. A device adapted for use in manually controlling the actuation of track signals for railway protection comprising a sheet metal member shaped to correspond approximately with the sides and tread face of a rail-head, said member havin means to engage the under face of the rail-head on opposite sides of the rail web.

3. A device adapted .for use in manually controlling the actuation of track signals for railway protection comprising a sheet metal member shaped to correspond approximately with the sides and tread face of a rail-head, said 'member having means to engage the under face of the rail-head on opposite sides of the rail web, said means including a resilient element adapted to yield during the positioning movements of the member.

4:- A device adapted for use in railway protection comprising a sheet metal member shaped to member having means to engage the under face of the rail-head on opposite sides of the rail web, said member also having means for the attachment of a conductor thereto below the plane of the rail tread face.

5. A device adapted for use in railway protection comprising a sheet metal member shaped to correspond approximately with the sides and tread face of a rail-head, said member having means to engage the under face of the rail-head on opposite sides of the rail web, said means including a resilient element adapted to yield during the positioning movements of the member, said member also having means for the attachment of a conductor thereto below the plane of the rail tread face.

6. A device adapted for use in manually controlling the actuation of track signals for railway protection comprising a sheet metal blank bent to correspond approximately with the side and tread faces of a rail-head and having one end bent to engage an under face of said head, said blank carrying integral means, adapted to engage the under face of the head on the opposite side of the rail web.

7. A device adapted for use in manually controlling the actuation of track signals for railway protection comprising a sheet metal blank bent to correspond approximately with the side and tread faces of a rail-head under face of the head on the opposite side of the rail web, said resilientmeans beingi' adapted to yield during the positioning?- movements of the device and form/a stop to maintain contact of raihand' device when positioned. v

I 8. A -device adapted foruse'in railway protection comprising a sheet metal blank bent to correspond approximately with vthe side and tread faces of a rail-head and having one end bent to engage an under face of said head, said blank carrying integral resilient means adapted to engage the under face of. the head on the opposite sideof the rail web, said resilient means being adapted to yield during the positioning movements of the device and form a stop to maintain contact of rail and device when positioned, said device having means beyond said res'ili ent means for the attachment of a conductor to the device. I

The combination with the rails of a track "under block signal control, of a. temporary control device adapted to: operate track signals, said device comprising a pair of independent members each adaptedto attachably embrace a rail-head in a manner to permit passage of rolling stock thereoverand'a conductor adapted to be attached to said me'mbersand forming the sole connection therebetween.

10. ;The combination withthe rails of a track under block signal control, of a tom'- porary control device adapted to operate track signals, said device comprising a pair of independent members each adapted to attachably embrace a rail-head in a manner to permit passage of rolling stock thereover and a conductoradapted to be attached to' said members and forming the sole connect1on-therebetween,. said members and conductor having complementary formations to permit of rapid completion of the connection,

"f lljg'lh'e combination with the rails of a tracl'r under block signal control, ofa tem-' porary control device-adapted to operate track signals, said device comprising apair of independent sheet metal members of slmi- 3 lar configuration and each adapted to embrace a rail-head in a manner to permit passage of rolling stock' thereover, said mem- '55 berseach having means to attachably receive .a conductor to connect said members, the means; of the members being located on the inner 'side of each rail below the tread face, whereby the conductor may be located below the plane of the tread face of the rails.

12. The combination with the rails of a track under block signal control, of atemporary. controldevice adapted. to operate tracksignals, said device comprising a pair of independent sheet metal members of s1milar configuration and each adapted to embrace a rail-head in a manner to permitfpassage of rolling stock thereover,-sa1d mem- E. B. MOLTER. 

